Train-stopping mechanism



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TRAIN STOPPING MECHANISM. APPLICATION FILED NOV. 6. 191a. RENEWEDMAR. 31.1922.

Patented Oct. 24, 1922.

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' [aw far fiat/z 6mm to observe danger signals.

l atented Get. 24, 1922.

rinses tlhlitgEfi STATES FATENT @FFEQE.

PAU'L'PATRICK EMIL RICHARDS, OMAHA, NEBRA$KA, ASSIGNOR OF ONE-HALF TO ARTHUR J. CARTER, OF OMAHA, NEBRASKA.

. TRAIN- STQPPING MECHANISM.

Application filed November 6, 1918, Serial No. 261,350.

To all whom it may concern) Be it known that 1, PAUL P. E. RICHARDS, a citizen of the United States, residing at Omaha, in the county of Douglas and State of Nebraska, have invented certain new and useful improvements in Train-Stopping Mechanism, of which the following is a specification.

This invention relates to improvements in train stopping mechanism and its prime object is to prevent railroad wrecks that are ordinarily caused by the train crew failing A further object is to provide a device to prevent wrecks that is of simple construction and efficient in operation. lVith the foregoing and other objects in view the invention consists in the combination and arrangement of parts to he hereinaiter fully described, pointed out in the appended claims and illustrated in the accompanying drawings which form a part of this specification and in which- Fig. 1 is a side view of the ordinary semaphore with operating connections therefor.

Fig. 2 is a fragmentary view of a locomotive cab illustrating the application of my mechanism.

Fig. 3 is a view of a modified form of semaphore connection illustrating its application to the railway track.

Fig. 4 is a top plan view of Fig. 3.

Fig. 5 is an enlarged fragmentary sectional view of Fig. 2.

Fig. 6 is a topv plan View of Fig. 5.

Fig. 7 is a fragmentary view in elevation of the mechanism shown in Fig. 1.

Fig. 8 is a top plan view of Fig. 7.

Like reference characters denote corresponding parts throughout the several views.

The reference numeral 1 denotes the usual semaphore post the arm 2 of which is connected by pitman 3 to the bell-cranklever at, fulcrumed to the semaphore post 1, which is connected to the cross rod 5 which is operated by the hand lever 6 within the tower house 7. To the cross rod 5 beneath one rail 8 I secure one end of another bellcrank-lever 9 fulcrumed to a rail tie 10, the opposite end of said bell-crank-lever being slotted longitudinally to receive the pin 11 that connects it to the trip 19. which is provided with the convex head 13, said trip extending through the guide plates 14 which Renewed March 31, 1922. Serial No. 548,525.

are secured to the tie and braced against the web of the rail 8, thehead 13 of said trip being spaced away from the rail tread to form clearance for the wheel flange. In F igs. 3 and 4 a modified construction is shown. A. plate 15 is recessed longitudinally to form a seat for a sliding plate 16 which is formed with a slot 17 to receive a screw 18 by whichit is secured to the said plate 15 and to the rail 10. The said sliding plate 16 is formed with upstanding ears 19 to which a conveXo-concave plate 20 is secured by a bolt 21; a'bolt 21 connects one end of the plate 20 to the cross rod 5. It will be noted that the plates 10 and 20 are slidable upon the plate 15 toward or away from the rail 8., the plate 15 being recessed adjacent the rail. to form a passageway for the wheel flange. 7

Within the cab 21 of the engineupon the air brake line 22 I arrange a cylinder 23 formed with sectional air passages 24, 25 into which passages the main an line 22 is fitted as shown; the sections at, 25 being spaced apart to permit insertion of the piston rod 26 which is formed with. an air passage 27 which is moved into or out of register with the sectional air passages 2+1. 25 by movement of the said piston, said piston extending entirely through the cylinder and being formed at its upper end with a rack for engagement with a pawl 29 fulcrumed upon the cylinder. The said piston 26 extends through the lioor of the cab and through a sleeve 30 depending from the cab and at its lower end carries a convex head 31, or it may carry a cam block for engagement with the sliding elements shown in Figs. 3 and 4t. \Vhen the SBIIHLPllOI'B is set for danger as shown in full lines in Fig. 1 the trip 12 is raised, or in Figs. 3 and. 1 the sliding elements are positioned the iii-aximum distance from the rail 8. As the engine passes the semaphore in danger position the head 31 engages with the trip head. or the cam block engaging the plate 20 will eiiect the same result, which raises the piston 3, the head 31 or block 20 limiting the upward movement of said piston by contact with the lower end of the sleeve 30, and at the time of such contact with said sleeve the port 27 in piston 26 will register with the air passages 24, 25 in the cylinder thus permitting the air in line 22 to automatically set the train brakes and stop the train. The

pawlQS), it will he noted, will i'etziin the piston 26 in raised position thus insuring that the brakes will remain set until the train comes to {L 'liill stop mid until the engineer from his cab disengages the pawl end rack to permit the piston 26 to assume normal position.

lfIn ti'ziin stopping; mechanism; signiil control meehe nisn it cylinde ee 'l ied upon the train 1 an 1 p pe, said cylinder being formed with giligned aji' IPHSSHQQS, spiced awaysm each other and comiminiceting with the train 1mpip a piston extendin throngh said cylinder:hetween its alighed eil' pas seges and formed withfen air pas sag normzilly o'ht registei with seidgzylindei' eir pess'eges, mezii enriri d by said pston contact with said sigi'iill conti'ol mechinism whereby said piston ifeis'ed to cause iii p'zissag'e to i e istetwith, the :iligiied cylinder air p issziges, and IllB ZUIS fulcriuned to sziid cylinder for lieleesa ble 'eiv gagein'ent with the upper end (if seid piston to retain the smije in rhis e d; position.

2. In t'rziin sto 'jpmg n nclianism, 1i trip, a eylindei" en r ied by trein an; pipe, mid cylinder being" formed with aligned air pessglgfi Speoed sway from each oth'iw 5nd communicating w th l the train an pipe Va, tboth'ed piston extending th toiigli said eyl- 'ir posse-tires and tfoimecl with an :111" passetfe noi'mzilly olit said cylinder between its 511i! ed 'aii pussages'zi'rid formed with en air 1521 ge normally out of register with said cylinder ziii' passzig'es, a cam hl'oek oath-Ted by said piston tfoi' contnct with said sliding block whereby said piston is'i-eised toezmse its ail" pztssh ges to he Met with the elm-nee cylinder air pass-Lilies, end means ililcni necl to said cylinder for i'elezisuhlo engagement witl'ltlie upper end of said piston to retain the some in raised position.

In testiino11y'that/I claim the foregoing as my own 1 imam-e110 affixed. my sign' itln e in the presence two jswhscriljintii witnesses.

PAUL PATRICK EMU. RICHARDS.

Witnesses:

.l H Miss LENA Limes, F. M. GOLDEN. 

